Boat-propelling means



Apr. 1?, 1923-. msmm C. J. BAER BOAT PROPELILINCT MEANS Filed July 5, 1922 5 Sheets-Sheet 1 Apr. 17, 1923.

C. J. BAER BOAT PROPELLI NG MEANS Filed Sheets-Sheet July 3, 1922 in um 1 $01 C: J. BAER PROPELLI NG MEANS BOAT 5 Sheets-Sheet 4 Filed July 5, 1922 5 Sheets-Sheet JING MEAN C. J. BAER BOAT PROPELT Filed July Apm 57, 11923 0 m a 5 M fi H i I I 6 W 7 I Z M Patented Apr. I7, 1923.

UNITED STATES CARL J. BAER, OF ST. LOUIS, MISSOURI.

BOAT-PROPELLTNG MEANS.

Application filed July 3,

7 '0 all whom it may concern:

Be it known that I, CARL J. BAER, a citizen of the United States, residing at St. Louis, in the State of Missouri, have invented certain new and useful Improvements in Boat-Propelling Means, of \Vl1l(ll the following is a specification.

This invention relates to boat propulsion, and more particularly to the propulsion of the high powered boats adapted for transportation of heavy loads carried by the boat, or for boats which are utilized for towing or pushing one or a plurality of units carrying the cargoes.

In river transportation of heavy traffic, it is often necessary that the cargo pass through relatively shallow waters. It is of course also necessary that the power boat be equipped with relatively powerful propelling mechanism which must extend below the water line. Practically all such boats have heretofore been equipped with paddle wheels or propelling mechanisms which are fixed to extend a certain distance below the water line. Since this distance must be considerable, in order to obtain the desired contact with the water, it necessarily follows that waters which do not exceed the penetration depth of said propelling mechanisms are not available for trafiic by such boats.

One of the objects of this invention therefore, is the provision of powerful propelling mechanism forboats of this character, in combination with means whereby said mechanisms may be raised and lowered, relative to the boat which carries them, in order that the boat may pass through relatively shallow waters, thereby enlarging the fields of operation.

Another object of the invention is the provision of propelling mechanism including water contacting elements of a novel construction and for a novel purpose. In boats of this character which have heretofore been constructed the water contacting elements, hereinafter called the blades, have been of solid construction. In their contact with the water, the latter is pushed backwardly thereby, and is in a state of violent agitation when the next blade is presented. My theory is that the less the water is disturbed by the blades, the more solid is the water to receive the blow of the blades, and hence a more desirable propelling effect.

It is true that the water must be given 1922. Serial N0. 572,748.

some movement when struck by the blades, but, in order that the water agitated by one blade may present a comparatively solid surface for contact by the next blade, it is important that the blades cause the water to travel the shortest possible distance toward the rear of the boat. The shorter distance the water moves, the more nearly it will be in a state of rest when struck by'the succeeding blade.

In the solid blade construction, the blade strikes the water and violently pushes it backwardly. The water is forced laterally away from the blade and over the top and bottom thereof. Consequently when the next blade reaches the zone of the water just agitated by the preceding blade, it is subjected to the influence of the counter currents which are caused by the agitated water flowing in laterally behind the front blade; or there may be, theoretically at least, what might be called a cavity in the water, just behind the preceding blade, which cavity is unfilled by the surging water by the time that the next blade reaches that zone. Certain it is that, under these conditions, the water is not in such a state that the rear blade can strike it the solid blow which is necessary to produce the maximum propulsion.

I am of the opinion that solid blows by the blades are necessary, and that it is also necessary that after the blade has struck and passed through the water, a solid and comparatively unagitated body of water must be positioned in front of the next blade. But, as hereinbefore explained, such condition is not possible with the old style of blade, and I have conceived that a blade made up of a plurality of imperforate contact surfaces, having openings therebetween, will be highly eflicacious in accomplishing the desired result. The plurality of contact surfaces furnish the necessar resistance in propelling the boat under the power applied to the blades, and the water which is immediately in front of the blade passes through the openings in the blade and is in direct line for contact with the next blade. F urthermore, since this water has not been forced around a large blade, either laterally or vertically, it is comparatively unagitated, but passes through the openings in one blade in a plane which is transverse to the plane of the next blade, and in proper position to most effectually receive the blow of the latter. I have also discovered that the friction of the Water as it passes through said openings is a material factor in impelling the boat.

Another object incident to the provision of vertically movable propelling mechanisms, which may be lifted entirely out of the water, is that the mechanism may be placed in motion before being immersed and then gradually lowered into the water. This method permits of an easy start and does not impose any load upon the. propelling mechanisms until after momentum has been acquired, an advantage which will be apparent.

Still another advantage incident to the vertically movable propelling mechanisms is that, since under light loads, onlya certain number of the units are necessary in the water, the other units may be raised, thereby saving power, and facilitating any necessary repairs of the idle units which are out of the water.

Another advantage of a plurality of independently operable propelling mechanisms which are vertically movable, is that they are not only adapted for use in steering the boat where necessary, but that they may be let down into the water when the power is cut off, and thereby operate as a drag to brake the boat.

Other objects of the invention will be set forth in the following specification.

This application is filed as a continuation of my pending application Serial No. 338,591, in so far as is concerned the subject matter which is common to both applications.

In the drawings forming a part of this application,

Figure 1 is a side plan view of a power boat equipped with my propelling mechanisms;

Fig. 2 is a top plan view thereof;

F ig. 3 is a perspective view of the propelling mechanism;

Fig. 4 is a detailed side view of the propelling mechanisms in their lower position;

Fig. 5 is an enlarged detailed view of a portion of the propelling mechanism;

Fig. 6 is a view showing the propelling mechanisms raised from the water;

Fig. 7 is a top plan view looking down. on Fig. 6;

Fig. 8 is an end view of the propelling mechanisms;

Fig. 9 is a detailed sectional view showing the means for driving the wheels at different speeds;

Fig. 10 is a perspective view of one of the blades which the propelling mechanism, as herein shown, is equipped;

Fi 11 is a detail showing the method of attac ment of the blades to the propelling chain;

Fig. 12 .is a sectional view of the blade taken on line 1212, Fig. 10.

My invention may be practiced with boats of almost any size or shape, but I have here shown it applied to a boat A, which is preferably provided with a fiat bottom, and is of very light draft. The preferred width-of the boat, relative to its length, may be approximated by reference to Fig. 2.

Each side of the boat A is here shown as equipped with three propelling mechanisms B, but a greater or less number may be utilized in accordance with the particular requirements. Each of the propelling mechanisms B is operable independently of the other mechanisms.

The propeller mechanisms.

Each propelling mechanism B is mounted adjacent the side of the boat A, and is supported in position by properly secured framework C. The mechanisms, as shown in Fig. 3, comprise duplicate endless chains 1 and 1', mounted to travel upon cog wheels 3, 4, 5, 6, 7 and 8 and 3', 4, 5', 6, T' and 8, respectively, the latter wheels being duplicates of the former, as hereinafter explained. The duplicate chains 2 and 2 are also provided, and they travel in parallelism with chains 1 and 1 on wheels 9, 10. 11. and 12, and 9, 10, 11' and 12, respectively.

As shown in Fi 3, the propelling mechanisms comprise duplicate front and rear units, each comprising two chains and the cog wheels upon which they run. Since the units are identical, a description of the one unit is all that should be necessary.

The propelling mechanisms are driven by motors 13, 13, applying power to the shafts 14, 15, of the wheels 3 and 6. the shafts being so rotated as to run the chains in the direction of thearrows, Fig. 3. In consonance with=the principles of my invention, as will hereinafter be explained, it is necessary that the chains 1 and 2 run at the same speed, except when travelling around one of the wheels. Since the chain 2 is shorter than the chain 1, it is obvious that, in at taining the above result, it is necessary that the axles which drive the chain 2 be rotated at a higher speed than the speed of rotation of the axles which drive the chain 1.

In Fig. 9 I show means for driving the wheels 3 and 9, and 9 and 3' at different speeds. The wheel 3 is mounted upon the axle 14, and is driven at a certain speed, through the gear 14', connected to a motor 13, as hereinafter explained. A hollow shaft 17 is connected to the wheel 3', and is driven by a gear 17', so that the speed of rotation of the wheel 3' is the same as that of the wheel 3. g

The wheels 9 and 9' have a common shaft 18, which extends through the shaft 17 and surrounds the shaft 14. The shaft 18 is driven by a gear 18, and rotates the wheels 9 and 9 at the same speed.

The gears 14', 17 and 18' are driven by pinions 14", 17", fixed upon a stub shaft 19 mounted adjacent and in parallelism with the shafts 14, 17 and 18 (see Fig. 7). The shaft 19 is geared up to the-motor 13, and, by means of clutch mechanisms 20 shown in Fig. 7, the pinions may be moved at will, into or out of engagement with the gear, as will be clearly understood. It is to be noted that pinion 18" is larger than the other pinions, and that the gear 18' is smaller than the gears 14' and 17. This construction insures that the wheels 9 and 9' will be rotated at an axle speed greater than the axle speed of the wheels 3 and 3. I do not confine myself to the specific proportions herein shown; obviously the gears and pimons may be proportioned to meet the requirements.

The wheels 6-6 and 12-12', are operated and driven in the same manner as above described.

The frame work C, which supports the mechanisms. is herein shown as a rectangularly formed structure comprising horizontally disposed beams 21, 21, 22, 22, and end beams 23, 23 and 24, 24. The drive shafts 14 and 15 are mounted in trunnions 25, secured to the beams 22. and the entire frame work is securely and rigidly connected to the boat A, to project from and overhang the sides thereof.

The wheels 4, 5, 7 and 8 of the propelling mechanisms, and also the wheels 4, 5', 7' and 8', are idler wheels, as are the guide wheels carried by said wheels. They are merely for the purpose of taking up any slack in the chains, and rotate loosely upon the shafts 26, 26.

Uprights 27 27 connected by truss members 27', 27', are slidably secured to the beams 21, 22, preferably as illustrated in Fig. 3, by a strap 28. the lower ends of said uprights receiving the ends of the shafts 26, 26. Extending transversely of the frame C, between each of the uprights 27 27, is a bar 29, said bar being connected by brace 30. A bar 31 extends between the two parallel beams 21. 21, and a screw 32, carrying ahand wheel 33, extends through and is in screw-threaded engagement with the bar 31, as shown in Fig. 3, the lower end of said screw being secured to the bar 30. By rotation of the screw 32. it will be obvious that the uprights 27. 27'Wlll be moved vertically, to raise or lower the wheels 4. 5. 4', 5, 7. 8, 7', 8'. Fig. 8 shows power mechanism for rotating the screw 32, a shaft 34, running to the motor 13. being in engagement with a worm 35, substituted for the wheel 33.

The wheels 4. 5, 4'. 5' are carried by shafts 36, 36, provided with bearing blocks 37, 37 slidably mounted in vertical slots 38, 38, provided in the uprights 27, 27. This construction is well illustrated in Figs. 4 and 5. A spring 39 is positioned in each slot 38,

as shown, and bears upon the associated shafts 36, the structure serving as an effec tive automatic slack adjuster to keep the chains 1 and 2 tight at all times and prevent the chains from leaving the wheels.

The uprights 27, 27 may be formed in two sections, as illustrated in Fig. 4, the sections being slotted at their ends, and connected by a headed bolt 40, as shown. This construction provides means for ready adjustment of the uprights, to tighten or loosen the chains, as will be obvious.

The chains 1 and 2, as herein shown, carry the propeller units or blades which contact the water and serve to propel the boat. The chains are herein shown as equipped with units such as illustrated in Fig. 10, but units of other construction are well adapted to cooperate in carrying out the broad principles of my invention. and I am in no way limited to the unit herein described and shown.

The unit or blade D, herein shown in Fig. 10, consists of two rectangularly shaped members 41 and 42. held in' parallelism and sliding contact each to each by the straps 43. Each of the members is longitudinally slotted throughout practically its entire length, the slots being out of register when the blade is in its closed position shown in Fig. 10, but opening and widening as the members 41 and 42 slide, one upon the other,

until the slot is entirely open, as shown in the two blades going in Fig. 5.

At each end. the member 41. adjacent its top edge is provided with a pin 44. and the member 42 is similarly equipped at its lower edge.

At sutable intervals on the chains 1 and 2, are rigidly secured, by rivets or otherwise, carriers 45, as clearly, shown in Fig. 11. These carriers are rigidly connected to angle bars 46, carrying a bracket 47, provided with an elongated aperture forming a bearing for the reception of the pins 44 carried by the members 41. 42 of the blade D. It is to .be understood that the pins 44 of the member 41 are connected at each side, to the bracket 47 carried by one of the chains, and that the pins 44 of the member 42 are similarly connected to the brackets carried by the other chain. and that the members are so connected while in the closed position shown in Figs. 10 and 12. r

The ratio of axle speed, between the shaft 15. carrying the wheel 6, and the shaft carrying the wheel 12 is such that. taken in connection with the greater foot speed of the chain 1. over the chain 2, the blades D will be vertical. and closed. when in the water (see Figs. 3. 4 and 5), and, as they commence to travel around the wheel 3.,the member 42, being pulled by the chain having the same foot speed but a greater distance to travel, will be caused to slide relative to the member around the wheel 6,

41, and commence to open up the slots, as shown at (t), Fig. 5. A short distance further the blade D will be fully opened, at (u), while it commences to close again at (v), is practically closed at (w) and fully closed at the position shown by the top blade at the left". Fig. 5.

From the foregoing it will be seen that the blades D strike the water while they are still open, as diagrammatically illustrated in Fig. 4. and gradually close, until they are fully closed at their lowermost position, and then gradually open until they leave the water. Such a construction possesses many advantages. It permits the blades to encounter less resistance when entering the water; to present practically the full impact to the water, and hence the maximum propellingforce, while travelling at rightangles to the course of the boat, or between the wheels 7 and 8, and it causes the blades to commence to open and to spill the water through the slots, in their upward movement towards the wheel 6, thereby greatly decreasing the power necessary to lift the blades out of the water.

It is to be understood that the blades have a highly ctlicient propelling effect, even when travelling towards the wheel 7, Fig. 4, after entering the water, and between the wheels 8 and 6, before leaving the water. This effeet is possible because of thesolid impact presented by the portions of the members 41 and 42, between the slots. Naturally, the actual propelling effect is not of the same character as would be the case were the blades closed at all times, but any loss in impact is compensated for by the fact that the water rushes through the slots and directly against the next blade, thereby avoiding the nudesirable agitation of the water, as hereinbefore described.

As shown in the drawings, the construction and proportioning of the various parts is such that the wheels T. 8, 7', 8' are in the water when in operative position, but may be lifted out of the water at any time, by raising the uprights 2T, 27. .During such operation the gears and pinions shown in Fig. 6 are thrown out of engagement to permit the wheels 3 and 6 to rotate freely towards each other, and the wheels i, 5, 7 and 8 will be moved upwardly by the uprights, remaining in contact with the chain 1. Naturally the aboveis also true of all the wheels in engagement with the chain 2.

The number and arrangement of the motors 13 is dependent upon the requirements. It is necessary that sufiicient motive power be furnished to operate all the propelling mechanisms at one time, and that suitable clutch mechanisms be provided, whereby any one of the propelling mechanism units may be thrown into or out of coeration, irrespective of any other un s also desirable that any unit may be reversed, under certain conditions.

Manifestly the propelling mechanisms may be used for steering the boat, since by applying more propulsive force to one side thereof than the other, as clearly possible with my construction, as above explained, the boat may be easily steered. Or, by lowering any or all the propelling mechanisms in the water, while not under power, they may Ee caused to operate as a drag to brake the oat.

One of the important advantages incident to my construction, as herein explained, is

that, while the uprights 27 are in the position shown in Fig. 6, and the blades D out of the water, the clutch mechanism 20 may be operated to throw in mesh the power gears and pinions for one of the shafts 14 or 15, the other shaft running idle. The chains will thereby be caused to rotate under power from the motor 13, After sufficient speed has been attained, the uprights may be slowly lowered, causing the blades to be gently eased into the water and ensur ing the easy and gradual propulsive effect which is much to be desired, as will be clear- 1 understood.

The word boat wherever used in this specification and in the claims, is intended to be broad enough to cover any vehicle capable of traveling through the water.

The herein shown and described embodiment of my invention makes use of the chains 2 and 2. It is to be understood however that the invention is not limited to the use of chains, as any other flexible elements, adapted to travel around and be driven by the drive wheels, may be substituted for the chains. without departing from the spirit of the invention, and that such substituted elements are comprehended in the claims hereto appended.

Various forms of blades are adapted for use with the propelling mechanisms, and many variations of other instrumentalities are possible without departure from the underlying principles of my invention.

I claim:

1. The combination with a boat, of propelling means therefor con'iprising endless flexible elements mounted to travel longitudinally of the boat and two slidably connected water-impact members of foraminated material carried by said elements.

2. A boat provided with propelling riiechanisms comprising, in duplicate, a flexible endless element and a longer flexible endless clement running in parallelism, and a plurality of two-part water-impact members cxtemling between and connected to said elements. one part of said members being connected near each end to one of said duplicate longer elements, and the other part of said member being connected near each end to one of said other elements, and means for running said elements at different axle speeds, substantially as described.

3. Propelling mechanisms comprising a flexible element mounted for travel in an endless path, a second flexible element longer than said first mentioned element and mounted for travel in parallelism therewith, duplex water-impactmembers connected to said elements, and means for driving said elements at different axle speeds, substantially as described.

4. Boatpropelling mechanisms comprising spaced driving sprocket wheels, spaced smaller driving sprocket wheels mounted to rotate concentrically therewith, idler sprocket wheels mounted between said spaced driving sprocket wheels and between said spaced smaller driving sprocket wheels, an endless flexible element mounted for travel around said each set of said driving wheels, duplex water-impact members each connected to both of said elements. and means for rotating said sets of driving wheels at different axle speeds.

5. Boat propelling mechanisms comprising spaced driving sprocket wheels, spaced smaller driving sprocket wheels mounted to rotate concentrically therewith, idler sprocket wheels mounted between said spaced driving sprocket wheels and between said spaced smaller driving sprocket wheels, an endless flexible element mounted for travel around said each set of said driving wheels, duplex water-impact members each connected to both of said elements, means for rotating said sets of driving wheels at different axle speeds and means for vertically shifting said idler wheels.

6. Boat propelling mechanisms comprising spaced driving sprocket wheels, spaced smaller driving sprocket wheels mounted to rotate concentrically therewith. idler sprocket wheels mounted between said spaced driving sprocket wheels and between said spaced smaller driving sprocket wheels, an endless flexible element mounted for travel around said each set of said driving wheels, duplex water-impact members each connected to both of said elements, means for rotating said sets of driving wheels at different axle speeds and resilient means bearing upon said idler wheels and tending to tighten said flexible elements.

7. Boat propelling mechanisms comprising two chains running in parallelism and around driving sprockets having different axle speeds, in combination with two-part water-impact members, one part of said members be-ing'connected to one of said chains and the other part of said members being connected to the other chain, substantially as described.

8. Boat propelling mechanisms comprising two chains running in parllelism around driving sprockets having different axle speeds, and idler guide sprockets in engagement with said chains, in combination with two part water-impact members, one part of which is connected to one chain and the other part to the other chain, and means for varying the vertical position of said idler sprockets, whereby said members may be allowed to enter the water or withdraw therefrom, substantially as described.

9. Propelling mechanisms for boats, comprising two endless chains mounted to travel longitudinally of the boat, water impact members carried by the chains, said members comprising two perforated elements slidably arranged in juxtaposition, one of said elements being connected to one chain and the other element to the other chain, as and for the purposes set forth. 7

10. Propelling mechanisms for boats embodying two endless chains mounted for travel longitudinally of the boat at different axle speeds, water impact members carried by said chains, each member comprising two perforated elements slidably arranged in juxtaposition, and a carrier mounted upon each chain, the carrier of one chain being connected to one of said elements'and the carrier of another chain being connected to the other element, substantially as described.

11. Propelling mechanisms for boats, embodying endless chains mounted for travel longitudinally of the boat at different axle speeds, carriers mounted on said chains, an arm connected to each of said carriers and provided with a socket at its outer end, in combination with water-impact .members composed of two elements slidably arranged in juxtaposition, each member being provided with a pin extending into a socket in one of said arms.

12. A boat provided with propelling mechanisms comprising two endless chains mounted to travel in parallelism and at different axle speeds, and water impact members consisting of two ported elements arranged in juxtaposition, each element being so connected to a chain that the different speed of the chains may operate to open and close the ports in said elements, substantially as and for the purposes set forth.

13. A boat provided with propelling mechanisms comprising two endless chains mounted to travel in parallelism and at different speeds, and water impact members consisting of two elements secured in slidable juxtaposition, one element being secured to one chain and the other element being secured to the other chain, whereby the different speed of the chains may operate to cause said elements to move relatively to each other and to present said member to the water at an inclination to the line of travel of the boat.

14. A boat provided with propelling mechanisms comprising two endless chains mounted to travel in parallelism and at different speeds, and water impact members consisting of two elements secured in slidable juxtaposition, one element being secured to one chain and the other element being secured to the other chain. whereby the different speed of the chains may operate to cause said elements to move relatively to each other and to present said member to the water at an inclination to the line of travel of the boat and to thereafter cause said member to assume aposition at right angles to the line of travelof the boat.

15. A boat provided with propelling mechanisms comprising two endless chains mounted to travel in parallelism and at different speeds,-and water impact members consisting of two elements secured in slidable juxtaposition, one element being secured to one chain and the other element being secured to the other chain, whereby the different speedof the chains may operate to cause said elements to move relatively to each other and to present said member to the water at an inclination to the line of travel of the boat and to thereafter cause said member to assume a position at an angle to the line of travel of the boat.

16. A boat provided with propelling mechanisms comprising two endless chains mounted to travel in parallelism and at different axle speeds, and water impact members consisting of two ported elements arranged in juxtaposition, each element being so connected to a chain that the different speed of the chains may operate to open and close 'the ports in said elements whereby to present a relatively small impact area as said members first enter the water, to thereafter present a larger impact area and to later present a reduced impact area, substantially as described.

17. Boat propelling mechanisms comprising two shafts each carrying a large sprocket wheel and a smaller sprocket wheel, a chain running over each set of wheels, a set of idler wheels located between the aforementioned wheels, water impact members carried by said chains, and means for raising and lowering said idler wheels, substantially as described.

18. Boat propelling means comprising a. frame work, a set of sprocket wheels adjacent each end thereof, a chain running over 5 each setof sprocket wheels, slack adjusting idler wheels located between the sprocket wheels and engaging-said chain, means for raising and lowering said idler Wheels, and

resilient means for taking up any slack in said chains, substantially as described.

1-9. Boat propelling means comprising a large sprocket wheel and a smaller sprocket wheel concentric therewith, a shaft for to tating the large wheel at a certain speed, a

second shaft for rotating the smaller wheel at a different speed and surrounding said first mentioned shaft, and a chain running over each of said wheels, in combination with water impact members having a pora tween said un1ts and open and close said so ports, substantially as described.

21. The combination with a boat, of propelling means therefor comprising two endless flexible elements mounted to travel longitudinally of the boat, water impact mem- 35 bers connected to each element'and means whereby to vary the angle of inclination of said members with respect to the water.

22.'The combination with a boat, of propelling means therefor comprising two endless flexible elements mounted to travel longitudinally of the boat. and at different speeds and water impact members so connected to said elements that the differential speeds of the latter will vary the angle of inclination of said members, substantially as described.

In testimony whereof I affix my signature.

CARL J. BAER. 

